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(No Model.)

' R. E. RIGKER.

GAR BUFFER.

Patented Oct. 21, 1884.

III,

122 yen Z01- T720 In: rl' 72 1014?! Wl'inesses u. PETERS. Plwto-Lilhusnphon wzshingmn. u c,

ROBERT E. RIOKER, OF TROY, FINV YORK.

CAR-BUFFER.

JPECIPICAEION forming part of Letters Patent No. 306,777, dated October 21, 188

Application tiled Ilcceinl or ill, 19%. (No mndcl.|

To (all whom, it may concern:

Be it known that 1, ROBERT E. RIOKER, re siding in Troy. in the State of New York, have invented a new and useful Improvement in Car-Buffers, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, making a part of this specification.

The object of my improvement is to produce a buffer for .rail\\'ay-ears which shall offer a graduated resistance to the shocks occasioned by coupling the cars, or whenever two cars happen to come together.

' 1n the drawings, in which like letters indicate like parts, Figure 1 is a side view of the buffer in position 011 the end of the car, showing the draw and push bar in section. Fig. 2 is a view of one end of a car, showing the arrangement with two buffers and the draw and push bar. Fig. 3 is a sectional View of the buffer, showing the manner of constructing the same.

My invention consistsin combining with the ordinary draw and push bar of a railway-car a separate buii'crso arranged that,with the bar, it will constitute or form a graduated buffer.

The buffer which I propose to use in connection with the draw-bar is shown at 13, Fig. 1, and in section in Fig.

Thebuffer proper consists of a case constructed in two parts or sections containing the but for spring or springs. One of these sections or parts of the case, A, is firmly secured to the frame of the car, and the other, 13, is movable and freely slides back and forth on the fixed section A as it is compressed in buffing, or forced out by the tension of the spring within. The two sections A and B are held in connection with each other and prevented from separating or coming apart by the tailbolt T, which is riveted or fastened to the movable section B, and extends back through a hole in the fixed section A, and through the bufferblock and end sill on the car, as is seen in Fig;

1. On the inner end of the tail-bolt is placed a. spring, L, which is secured between the end sill, F, and a nut or washer and plate on the end of the bolt, and through which the tailbolt freely slides. hen the buffer A B is compressed, the tail-bolt is forced back and the spring L is allowed to expand. As the pressure is removed from the buifer and the bufferspring within the case forces the section B out, the tail-bolt slides forward, and the spring L, being confined between the end sill and the nut on the end of the bolt, is compressed and prevents the section B from sliding so far as to become detached from the other fixed section of the case. The spring L, not being attached in any way to the tail-bolt,offers no resistance to the inward movement of the bolt, and therefore performs no office in buffing, the only function of such spring being to counteract the outward force of the bufferspring and prevent the two sections of the case from coming apart. \Vith this spring,moreover, the movement of the buffer back and forth is rendered steady, and all jerks and j ars are avoided. The spring, however, may be dispensed with and the tailbolt prevented from moving too far forward by a nut or plate arranged on the end so as to strike against or comein contact withthe framework of the car. \Vhile this mode of construction will as effectually prevent the separation of the two sections of the butter-box, its working will be attended with more or less jar, as the nut or plate strikes against the frame-work, and the operation will not be as satisfactory as when the spring L is employed.

The buft'ercase is preferably made round, and the face of the movable section curved or convex, as shown in the drawings.

This butter 13, constructed as described, is secured to the end sill and stringer of the car, aud,when only one buffer is used, directly over they draw and push bar C,and so arranged with reference to the latter that the face of the butfer B will be nearer the car than the outer end, 0, of the draw-bar. As the draw-bar C then projects beyond the buffer, it receives the first shock of two cars coming together in coupling or otherwise, and is forced back, and the spring 1 at its inner end compressed.

effected equal to the combined resistance of 103 the spring 1 at the end of the draw and push bar and the butter-spring S. The'draw and push bar 0 and the buffer 13 thus together form a graduated bnifer and offer a resistance If the-force of the shock is very slight and the draw-bar proportioned to the shock. if the shock is slight, but one spring is compressed; it it is greater, both springs are compressed and great er resistance is ot'l'ered.

The buffer may be set back or near the end of the ear, or, what is the same thing, the draw and push bar made to extend so far beyond thebutter that thelatter will not be compressed in ordinary butting or in coupling, but will only be compressed in the case of a severe shock or when there is a collision.

The strength or tension of the two springs or series of springs Pand S-for each inay c011- sist of several springs-1nay be arranged with reference to each other in any way found de sirable-that is, the strength of the spring 1 may be greater than that of the spring S, or they may have the same strength, or the butier-spring may have a greater strength than the spring on the draw and push bar. This last 1 consider the best arrangement. hen

the bar 0 projects beyond the buffer 13, the spring P receives allthe jars and slight shocks incidental to the motion ofthe cars when running, and the buffer is only compressed when two cars are brought together with a great deal of force; but the arrangement of the bar and buffer may be reversed, and the butter may be placed so as to extend beyond the draw-bar O. In this case the shock would be first received by the butter and the action above described would be reversed, and when the cars were coupled together the buffers on the opposite ends of the two cars would be constantly in contact with each other and serve to hold the train steady and ti rm when in motion.

Instead of the single bufl'er placed in the center 01" the ear, two buffers may be used, as shown in Fig. 2. 111 this case the butters are placed above and on each side of the draw and push bar 0, and the action is the same as when one is employed. The bul'ter-springs in this construction should be of equal strength and each onehalt' the tension of the single spring in the former construction.

This buffer may be readily put on cars new in use, as no alteration need be made in the draw and push bar already on the ear.

\Vhat I claim is A butter for railway-cars, consisting of the telescoping bufferA B, provided with the tail bolt and spring S, in combination with the ordin ary spring draw and push bar, 0, arranged so that the one will be compressed before the other, so as to form a graduated bult'er, substantially as described, and for the purposes set forth.

it. 19. IltiCili'JGl-t.

Witnesses:

SAMUEL 11m, Framers Ti. (moss. 

